Flapping wing system



AApril 25, w39. F BUDlG 2,55,468

FLAPPING WING SYSTEM Filed Aug. 22, 1936 3 Sheets-Sheet l wel April 25, 1939. f; BUDK; 2,155,468

FLAPPNG WING SYSTEM Filed Aug. 22, lQSG 5 Sheets-Sheet 2 April 25, 1939. F. BUDIG 2,155,468

FLAPPING WING SYSTEM i Filed Aug. 22, 1936 3 Sheets-Sheet 3 7E f y fig/0 l 20 52 /8 Uniti/N Patented Apr. 25, 1939 UNIT-Eo STATE-s PATENT OFFICE Application August 22, 1936, Serial No. 97,465

` Germany August 24, 1935 4 Claims.

The present invention relates to a flapping Wing system making use -of the .effect of oblique attack for producing propulsion for water vehicles Or for producing propulsion and lifting force for air- 5 craft. This elfen-,toi oblique attack has been de.r scribed i. e. in Zeitschrift fuer Flugtechnik und Motorluftschiffahrt" 1930 pages 245-249, and mentioned in Aircraft Engineering May, 1933, page 108- An yobject of the invention is to provide for a. Hopping; wins system, comprising st least one pair of cui-ved wings or blades and e mechanism for importing oscillating movement to each of such wines or blades about an axis rodiellyspooodfrom such wings or blades and extending substantially in the dlreotlon of drive. en improved omvature of the wings or blades- Another ohleot oi the ix-iventloii is to provide fixed hollow supporting wings in the interiors of which the inner portions of the operating wings or blades may be retracted and protruded, when actuated,- The wines or blades suceorteil by means of' guides arranged within the ilxeol Wille For aircraft the pivots ol. the operating wirres are arranged at the ends of wiasfllke members to which the wheels or the floats may he fit-.ted- Further objects ofthe invention comprise iropxovements in the driving mechanism and la ilicreasing the action of the flaps in water for the 3o purpose of moving .in curves. stopping. reversing, lending on the bank and coming alongside a lietty 0r a ship.

'Ifile invention is illustrated bv way of essmple in the accompanying drawings in which:

a5 Fig,- 1 shows an, aircraft with capping wings in end elevation.

Flc. 2 the same aircraft in plan. and

Fis. 3 a. side elevation of the. flapping devise- Fis;l 4. ls a front view oi orlvimr; or propelling 40 mechanism for water vehicles, and

Fig. .5 is .e plan View.

Fis- 6 is. a side view of the driving mechanism for Water vehicles. and

Fis- '1 s oleo. view of the ,seme with tresdles moved outwards.

'F.ig. 8 is e side. view with oonrieotms rods Aforminc a toggle system.

Fis. 9 shows a larger vessel with adjacent rows of seats for the crew and with operating blades 5o adapted to be folded against the hull of the boet and adjustable for reversing movement.

Fiss. 10. 11 and 12 are diagrammatic illusnations of the directions ot forces acting on the operating blades.

ss The supporting means for the omlthopter or napping wing aircraft (Figs. 1 to 3) comprises two xed supporting Wings I, 2 and the operating wings 3. By means of the pivots 4, Vestruts 5, 6 and single struts 'I these operating Wings, which serve also as supporting wings, are movably supe v5; ported on the tips of the wings 2. The upper supporting wing -I is connected to the lower wing 2 by the struts 8, 9, Il), II and to rthe fuselage I2 by the struts I3. The operating wing-s 3 extend with their inner portions from both sides into the 1Q, interior cavity of the wing I, the operating Wing spar I4 sliding between the rollers I 5 mounted on the Wing I. The operating wing spar I4, the V-struts5, 6 and the rollers I5 take up the forces tending to tur-'n the operating wings 3. I K,

'I'he sub-division of the supporting means into xed and movable Wings, of which the latter are supported and carried by the former, ensures for the present aircraft great stability with mini-mum Weight and minimum-air resistance. Compared 2,0 with the known arrangement of operating wings according to German Patent 603,521 the variable gap between the wings, which would be present oriy movement of the wings if the xed. wing I were not provided, is bridged. The provision of xed 2,5 wings also permits the use of smaller operating wings. It is thus possible to make the Operating wing surface sufficiently small for .these parts to be moved without power driven means, i. e. solely by the muscular eifort of the aviator. 30

The sliding of the inner portions of the operating Wing into the inter-lor of a xed Supporting wing is rendered practicable by curving each of these ends in the form of an arc of a circle. Such arc has as its center the pivotal axis 4. The 35 curvature of the operating Wing is differentiated from the previous arrangement in respect that the elements no longer have along the entire span of the wing a uniform angle of the curvature r, in the plane of oscillating movement, it beim,r under- 49 stood that the angle 1- at any point of curvature of the operating wing is the angle between the tangent to the curve and the tangent to the circle produced by the touching point of the first mentioned tangent, when the wing is oscillating (Fig. 1). 1n the construction according to German Patent 608,521 large angles of the curvaturev are necessary, since in that case the whole sup` porting means is set in motion. In the present instance Fig. 1 shows the new course of the angle r. In the sector A-B the angle is zero (circular arc instead of spiral). From the line B the alteration of the angle commences; in conitrast with the spiral it increases at this point,

preferably uniformly, to the tip of the Wing. At the line C it attains a dimension of 25 to 30.

Experiments have been carried out with operating wings in Water regarding the effect of this new variation of the angle of the curvature -r. As regards the propelling effect a considerable increase of the driving force has been found compared with the earlier angle of the curvature which increased inwardly to an excessive extent.

Figs. 1 and 2 illustrate the aircraft with retracted operating Wings. Actuation is effected by hand by pushing and pulling the lever I6 which is provided with a handle. The lever I6 is' mounted on a horizontal transverse shaft I1 which ls connected by means of the levers I8 and the rods I9 by way of the levers 20 with the pivots 4.

The shaft I'I may be mounted on the aircraft in fixed bearings. It is, however, also possible to m-ount the bearings 2l of the shaft so as to be able to rock about the longitudinal axis 22. As a result on lateral inclination of the lever I6 asymmetric displacement of the operating wings 3 is produced, i. e., one operating wing is retracted or protruded further than the other. The control herein described of the movement of the Wings, which can be effected at will, can naturally also be effected in any other suitable manner. This effect may serve for transverse control of the aircraft.

On pushing the lever IB forward both inner portions of the operating wings are retracted into the supporting Wing I; on pulling the lever I5 both wings are protruded. rThe outward moveg ment of the operating wings may, however, also be effected by elastic media, for example rubber cables 23. These rubber cables are tensioned in gliding flight or in periods of gliding flight by the lifting force of the operating wings whereby power is stored. rIfhe rubber cables are therefore not only a very important factor in flying with flapping wings operated manually but Yalso serve as damping members in closing the operating wings. The rubber cables are secured at 24 within the supporting wing I and lie wholly` within the supporting wing I. The rubber cables are connected to projecting pins 25 on the operating wings.

The elevating rudder 25 is preferably actuated by a separate hand lever, which may be in the form of a rotatable handle 2l. On flapping movement the elevating rudder is held in a fixed position and serves substantially as a damping means. Elevation is controlled by quicker or slower flapping of the wing. For starting and landing there are used the wheels`28, which may be replaced by longitudinally extending floats or interchanged therewith.

The actuation of the operating wings need not be limited to hand operation only. The feet may be used to assist the operation by means of pedals operatively connected to the hand lever I6. Figs. 4 to 9 illustrate this possibility.

On a longitudinal base member 29 is secured an open framework 3B which carries at its lower end the horizontal shaft 3l in bearings and at its upper end is provided with the bearings for the pivots or rock-shafts 4. The lever 32 is xed on the shaft 3l and is mechanically connected by the connecting rod 33 with the hand lever I6. The levers I8 are also connected with the shaft 3|, in that in Figs. 4 and 6,` as in Fig. l, the rods I9 connect the levers 2i! with the levers I8, as a result of which actuation of the operating wings or of the operating blades 3 through the medium of the hand lever is ensured.

With the horizontal shaft Il is therefore asscciated a second parallel shaft 3| on which latter are mounted the treadles or levers 34 and 35 for foot operation. Both treadles may be xedly connected with the shaft 3l, so that on pushing forward both legs a working stroke is made,`but on retraction ofA the'legsfno work is done. Generally, however, it is preferable not to interrupt the operation, but to supply continuously a smaller quantity of work. For this purpose only one of the treadles, the lever 34, is Xedly connected to the horizontal shaft 3|, while the lever 35 is loosely mounted on the shaft 3l. Moreover, the treadles 34 and 35 are arranged to move'in opposite directions by means of a lever 36 having arms of equal length mounted on a vertical shaft and push rods 31 and 38. As a result it is possible to do work with each leg in succession. y

The described mechanism on veach operating movement completes one stroke of the wings. The number of wing strokes per minute physically possible is therefore limited to about to 90. In order to double thenumber of strokes per minute of the wings without increasing the number of operating movements, provision is made for mounting short rods 33, which, as shown in Fig. 8, are used in lieu of the rods I9. By the connection of the rods 39 with the -lever 32 and the connecting rod 33 there is formed a toggle system`which on one movement of the connecting rod 33 produces two strokes of thel wings.

With the use of the toggle for doubling the number of strokes of the wings the kinetic energy of the wings becomes important, particularly at the moment when vthetoggle lever is in extended position. With single movements of the wing the forces can be controlled by handv In similar man-A as with a smiths hammer. ner with double strokes of thewings the forces can be controlled, if, as in Fig. 4 the rods 40 which may be regarded as helves are rotatable about the axes 4 on the levers 20; so that the rods supported by springs. may swing freely downwards with the blades and are held in normal position only by the springs .4L

This arrangement of the wing suspension with a suitable cushioned degree of freedom permitsv the use of double wing strokes, without any injurious action of the forces set up on th'e bearingfs and pivots of the apparatus. levers of the toggle pass beyond the straight 'or extended position, due to the action of the kvi-l netic energy of the wing the rods 40 are released somewhat from their support, namely the levers 20, and giveup at this moment the energy to the springs 4I. A

A second degree of freedom of thewing fastening is provided by the rearward yielding of the rods 40. This yielding of the rods protectsthe device on collision with any obstacle and permits the folding of the rods and of the operating blades over the boat as shown in Fig. 5. `For this purpose the rodsl 40 are rotatably mounted on When thev on the round ends ofthe rods in known manner. are held in the normal position by the projections 44, i. e. prevented from forward rotation, and are secured against falling out'by means of screws 45 engaging grooves'. The curvature of the operatingrblades is set for the purpose of increasing the eiciencyV of theoperating blades with an angle of the curvature f, decreasing inwardly. The most favourable dimension of the angle of the curvature at the outer end of. the operating blade, at G, lies between 25 and 36, the most fa-' vourable dimension of the angle of the curvature r, at the inner end of the operating blade, at D, is between 10 and 15. In the middle position, at E,i. e. at the water level, the angles of the curvature are 15 to 20. The sector D--F represents the extent of the stroke.

The pilots seat 46 and the seat-back 41 cornplete the driving device. Several seatsr may be provided one behind the other, and from there both operating. blades can be actuated without structuraldifliculties, the provision of the doublearmed lever 36 with the thrust rods 31 and 38 facilitating the co-operation of a number of boatmen in operation. It is only necessary suitably to lengthen the thrust rods 31 and 38 and to providehand levers for the boatmen. If the thrust rods are prolonged suilciently far forwards, then the double-armed leversv between the thrust rods serve also as levers for foot operation by the other members of the crew. If one boatman sits opposite the pilot, forward shift of the double-armed lever is not necessary.

In my invention wings or blades of stream-line section are employed, and they produce forward movements both on the upward strokes and on the downward strokes of the wings or blades. These forward movements are produced by forcing the water or air laterally, a circulating stream being produced on the front edges of the wings or blades, resulting in considerable suction action on the thick front edges of the blades. At a thin rear edge of a blade, on each movement of a blade, an eddy is produced which, on reversal of the direction of the stroke of a blade, is forced rearwards, and for this reason supplements the circulation stream around the front edge of the blade. l

In aircraft the upward movements are produced by the curvature of the wings or blades, there being more power exerted on the downward movements of the wings or blades than on the upward movements, as will be obvious.

By virtue of the provision of the horizontal shafts l1 and 3| it is rendered possible to use the new device in many ways. 'I'he same feature leads to greater rigidity of the device with small Weight, as the driving shaft lies in the plane of the seat.

With larger boats or aircraft it is also possible to construct the same arrangement for two boatmen or pilots sitting side by side, so that boatmen or pilots disposed behind one another in a double row of seats of the boat can actuate the driving mechanism. Fig. 9 illustrates this possibility in a life-boat or a shing boat, seen from the rear. The simultaneous co-operation of two boatmen sitting side by side is obtained by means of the horizontal shaft 3l and by means of the connection of the loose foot lever 35 through the rigid coupling 48.

In larger boats naturally other circumstances may be important for the arrangement of the operating blades. In consequence of the available space for the rods 40 and the mechanism the operating blades ,need not be spaced so far from the hull lof the boat as with small boats. Also the depth of immersion ofthe boat is greater than that of the operating blades. The known protecting'means may be dispensed with and new ones provided. The rods 40 move suitably in casings 49 on which are also arranged the pivots 4, and extend into the open through slots in the side wall of the boat. 'I'he casings 49i lie above the water level and keep sealed watertightly the slots in the side wall of the boat. The operating blades may be folded back momentarily against the sides of the boat in coming alongside other vessels and in landing on the shore and are then protected by `longitudinal bars 50. The longitudinal bars 50 are interrupted at the 4points where the operating blades will lie, the blades oc-v cupying the interruptions.

Reversing, or turning of the boat in the Seaway and wind can easily be effected by adjusting the operating blades. Thev operating blades are for this purpose each rotatable about an axis extending approximately. perpendicularly to the respective rod 49, and can be rotated through 180 from the interior of the boat by a hand lever 5|.

Fig. 9 shows the left handv operating blade s'et for. astern movement and the right hand operating blade set for forward movement lso that .the boat Vwill turn in a circle. In the-reversing position the .efficiency of thel operating bladeis small, on account of .abandonment of the favourable angle of the curvature -r. In such manoeuvres as turning and reversing the low eiliciency is, however, not a serious objection.

The boat can be closed watertight by a roof or deck 52. Turning of the operating blades in this case can be effected for example by a worm wheel and a hand crank from the interior of the boat.

The references to the use of muscular power for actuating the operating wings referred to do not exclude the use of motive power. Other gearing for transmission of power to the operating blades or operating wings may be used. Shock absorbing means may be interposed in members of the gearing in particular with higher speeds.

What is claimed is:

1. A flapping wing system using the effect of oblique attack for producing propulsion for water vehicles or propulsion and lifting force for aircraft, comprising at least one pair of curved wings or blades, a mechanism for imparting oscillating movement to each such wing or blade about an axis radially spaced from such wing or blade and extending substantially in the direction of drive, said wing or blade being curved in such a manner that the angle of the curvature between the tangent to the circle produced by a point of the wing or blade when oscillating and the tangent to the curve at said point increases towards the free end and at least along the outer portion of said wing or blade.

2. A flapping wing system using the effect of oblique attack for producing propulsion for water vehicles or propulsion and lifting force for aircraft, comprising at least a pair of curved wings or blades, a mechanism for imparting oscillating movement to each such wing or blade about an axis radially spaced from such wing or blade and extending substantially in the direction of drive, said wing or blade being curved in such a manner that the angle of the curvature between the tangent to the circle produced by a point of the Wing or blade when oscillating and the tangent to the curve at said point increases towards the free end and at least along the outer portion of said wing or blade, the mechanism being provided with means for imparting asymmetric oscillating movements to the operating wings, so that the movement of one wing of a pair differs from that of the other wing.

3. A flapping wing system using the eifect of oblique attack for producing propulsion for water vehicles or propulsion and lifting force for aircraft, comprising at. least one pair of curved wings or blades, a mechanism for imparting oscillating movement to each such wing or blade about an axis radially spaced from such wing or blade and extending substantially in the direction of drive, said wing or blade being curved in such a manner that the angle of the curvature between the tangent to the circle produced by a point of the wing or blade when oscillating and the tangent to the curve at said point increases towards the free end and at least along the outer portion of said wing or blade, the mechanism incorporating treadle levers mounted on a horizontal transverse shaft for imparting oscillating movements to the operating wings or blades, one of said treadle levers being xed to said shaft and the other of said'treadle levers being loose thereon, a two-armed lever and thrust rods interconnecting said levers, a second horizontal shaft, a hand-lever on said second shaft, and a connecting rod connecting said rst mentioned treadle lever with said hand-lever.

4. A napping wing system using the etect of oblique attack for producing propulsion for Water vehicles or propulsion and lifting force for aircraft, comprising at least one pair of curved wings or blades, a mechanism for imparting oscillating movement to each such wing or blade about an axis radially spaced from such wing or blade and extending substantially in the direction of drive, said wing or blade being curvedl in such a `manner that the angle of the curvature between the tangent to the circle produced by a point of the wing or blade when oscillating and the tangent to the curve at said point increases towards the free end and at least along the outer portion of said wing or blade, the mechanism incorporating treadle levers mounted on a horizontal transverse shaft for imparting oscillating movements to the operating wings or blades, one of said treadle levers being xed to said shaft and the other of said treadle levers being loose thereon, a two-armed lever and thrust rods interconnecting said levers, a second horizontal shaft, a hand-lever on said second shaft, and a connecting rod connecting said first mentioned treadle lever with said hand-lever the thrust rods being provided with extensions with hand-grips to serve as hand-levers.

FRIEDRICH BUDIG. 

